Multiple throttle valve construction for internal combustion engines or the like



Sept. 30, 1958 T. M. BALL 2,854,026

MULTIPLE THROTTLE VALVE CONSTRUCTION FOR INTERNAL OOMEUSTION ENGINES ORTHE LINE Filed July 25. 1955 2 Sheets-Sheet 1 F.T. Z

Sept. 30, 1958 T. M. BALL 2,854,026

MULTIPLE THROTTLE VALVE CONSTRUCTION FOR INTERNAL COMBUSTION ENGINES ORTHE LIKE Filed July 25, 1955 2 Sheets-Sheet 2 if] ifi .I f4 ijf ,f jf

l ifi K INVENTOR. r\\ al 1. a 252V; ,254 Zig.' By

United States Patent C rMULTIPLE THROTTLE VALVE CGNSTRUCTION FORINTERNAL COMBUSTION ENGINES R THE LIKE Application July 25, 1955, SerialNo. 524,084

8 Claims. (Cl. 137-595) My present invention relates generally to uidflow controlling mechanisms and more particularly to an improved meansfor controlling the rate of flow of a gaseous combustible medium throughthe intake manifold conduits of an internal combustion engine.

My invention finds particular utility in a multiple conduit manifoldsystem of the type disclosed in the cepending application of Clifton M.Elliott et al., Serial No. 577,627, which is assigned to the assignee ofmy present invention. However, my invention may also be readily adaptedto be used with multiple barrel liquid fuel carburetors of knownconstruction. Further, I contemplate that the principles of my inventionmay be conveniently applied to a variety of similar applicationsrequiring the use of multiple throttle valves to regulate the iiow ofgases through multiple conduits.

For the purpose of describing one preferred embodiment of my invention,l have presently disclosed an engine manifold arrangement capable ofbeing used with a low pressure liquid fuel injection system for aninternal combustion engine. Reference may be had to the above mentionedcopending application of Clifton M. Elliott et al. for a completedescription of the structural and functional features of a fuel systemof this type. However, in general such a system is characterized by alow pressure fuel and air pumping unit and by a plurality of lowpressure air atomizing nozzles. A separate conduit is connected to eachof a plurality of engine cylinders and a separate one of the airatomizing nozzles is connected to each manifold conduit, said nozzlesbeing adapted to supply the engine intake manifold with a combustiblecharge of atomized fuel. A throttle valve is mounted within each of themanifold conduits for individually regulating the flow of the mixture ofengine intake air and atomized liquid fuel to the engine cylinders.Suitable fuel delivery conduit structure may be used for interconnectingthe fuel and air pumping unit with the individual air atomizing nozzlesand a fuel valve control mechanism may be situated within the fuelconduit portion of the delivery conduit structure for scheduling a flowof fuel to the engine intake manifold in accordance with the engineoperating requirements, said fuel valve control mechanism beingsensitive to variations in certain of the engine operating parameters. Y

It is preferable to actuate the individual throttle valvessimultaneously by means of a common actuator member in order to obtainefficient engine performance and uniform fuel distribution in the engineintake manifold. To accomplish this simultaneous throttle valvemovement, the individual throttle valves may be secured to a commonthrottle valve actuating shaft which in turn may `be transverselydisposed within the several engine intake manifold conduits and `mountedfor rotation about its longitudinal axis. Considerable diiiiculty hasheretofore `been experienced in effecting a simultaneous closingmovement of the throttles during operation by reason of manufacturinginaccuracies and because of ther- Patented Sept. 30, 1958 ice mal andmechanical distortion of the system during operation of the engine. Itis important to arrange the throttle valve system so that all of thethrottle valves will close their associated manifold conduits with aminimum of gas leakage, but this can be accomplished only if each of theindividual throttle valves is permitted to engage the surrounding wallof the manifold, conduit about its entire periphery. When the engine isoperated with the throttle in the idle position, the excessive leakagearound the throttle Valves which is obtained with a multiple throttlevalve arrangement of known construction results in an undesirably highidling speed. As the number of intake air passages extending to theintake manifold is increased, this idling problem becomes even morepronounced. Also, in those systems in which the dimensions of thethrottle valve elements and the engine intake manifold conduits are heldto Very close manufacturing tolerances, binding between `the throttlevalves and the conduit structure has been experienced.

I have successfully avoided the above described limitations by providinga multiple throttle intake manifold system in which the throttle valveelements `are simultaneously actuated by a common throttle shaft and inwhich the throttle valve elements may undergo limited movementindependently of the common actuating shaft.

The provision of an improved throttle valve construction of the typeabove mentioned being a .principal object of my invention, it is anotherobject of my invention to provide a multiple valve construction for usewith a multiple fluid conduit arrangement wherein the valve elements areloosely carried by a common valve actuating shaft.

A further object of my invention is to provide a multiple throttle valvearrangement for use with the multiple intake conduit manifold system foran internal combustion engine or the like wherein the individualthrottle valves are capable of simultaneous movement and are adapted toundergo limited relative displacement upon being moved to a closedthrottle position.

It is another object of my invention to provide a multiple throttlevalve arrangement for use with the intake manifold induction ports of aninternal combustion engine or the like wherein the individual throttlevalves are mounted for simultaneous movementupon a common valve actuatorshaft and wherein each of the throttle valve elements is capable of alimited movement with respect to the actuator shaft.

Other objects and features will readily become apparent from thefollowing description of one preferred embodiment of my invention andfrom the accompanying drawings wherein:

Figure 1 is a plan View of a portion of the intake manifold conduits ofthe induction system `for an internal combustion engine;

Figure 2 is an elevation view showing a portion of the intake manifoldsystem and throttle valve arrangement illustrated in Figure 1 and istaken along section line 2--2 of Figure l;

Figure 3 is a detail cross sectional view of one of the individualthrottle valve elements shown in Figures l and 2 illustrating onepreferred means for resiliently mounting the throttle blades on thethrottle actuating shaft;

Figure 4 is a plan view of the throttle valve subassembly shown inFigure 3;

Figure 5 is a side elevation view of a portion of the throttle linkagemechanism shown in Figure 2 and is taken along section line 5 5 ofFigure 2;

Figure 6 is a detail cross sectional view of a modified means forresiliently mounting the throttle valve elements on the throttleactuating shaft; and

Figure 7 is a cross sectional view of the throttle Valve subassemblyshown in Figure 6 and is taken along section line 7 7 of Figure 6.

Referring to Figures 1 and 2, a portion of the intake manifold conduitshas been illustrated with the conduits communicating with the right handbank of the cylinders being illustrated by numerals 26 and 26 and withthe conduits communicating with the left hand bank of cylinders beingdesignated by numerals 24 and 24. It may be observed that a throttlevalve is rotatably mounted within each of the conduits, the throttlevalves associated with conduits 26 and 26' being designated'by numerals72 and 72' respectively, and the throttle valves associated with theconduits 24 and 24 are designated by numerals 74 and 74 respectively.The throttle Valves 72 and 72 may be mounted upon a common throttlevalve actuating shaft 76 and the throttle valves 74 and 74 may bemounted upon another throttle valve actuating shaft 78. The shaft 76 maybe rotatably journalled within suitable bosses, xed to the manifoldcasting, two of these bosses being shown in part at 80 and 82.Similarly, the shaft 78 may be rotatably journalled within other bosses,two of which are shown at 84 and 86. By preference the bosses 80, 82,84, and 86 are formed integrally with the intake manifold castings andthey are situated between adjacent pairs of the intake manifoldconduits.

As best seen in Figure 2, each of the individual conduits 26 iscomprised of a base portion 88 which may be bolted to the intakemanifold casting 22, a suitable llange 90 being provided at one end forthis purpose. The other end of the base portion 88 is provided withanother radial flange 92 and a retainer ring 94 may be bolted thereto bysuitable bolts 96 as illustrated. The ring 94 is formed with a flangedcentral opening for receiving the end of the conduit 26, said conduitextending into the interior of the base portion 88 for an appreciabledistance as illustrated. By preference a suitable O-ring seal or othersuitable sealing element may be positioned as shown at 98 about thejuncture between the base portion 88 and the conduit 26 to provide aneffective Huid seal.

The base portion 88 is further formed with a boss 100 having a atsurface 102 upon which the nozzle element 36 is secured. Air deliveryconduit 54 and fuel delivery conduit 62 communicate with the nozzle 36as shown.

The base portion 88 further includes another boss 164 on which is formeda substantially horizontal surface 166 to which is secured the base of asupporting bracket 108. Suitable bolts 118 may be provided for thispurpose.

Each of the intake manifold conduits 24 is also provided with a baseportion 112 having flanges 114 and 116 formed at either end thereof asillustrated. The ilange' 114 may be bolted to the engine intake manifoldcasting 2@ and the end of the intake conduit 24 may be received throughthe other flanged end of the base portion 112 as shown. A retainermember 118 may surround the conduit 24 in the vicinity of the juncturewith the boss 112 and may be joined to the ilange 116 by bolts 120. Theair atomizing nozzle 36 may be secured to a boss 122 formed on the baseportion 112 and another supporting bracket 124 may be secured to anotherboss 126 formed on the base portion 112, suitable bolts 128 beingprovided for this purpose.

As best seen in Figures 2 and 5, the supporting brackets 108 and 124extend in an upward direction and a cylindrical sleeve 130 is fixed atthe upper ends thereof, said sleeve extending in a transverse direction.A cross shaft 132 is rotatably journalled within the sleeve 13G bysuitable spaced bushings, one of which is shown at 134. A bell crankmember 136 is secured to one end of the shaft 132 and another bell crankmember 138 is secured at the other end thereof as shown in Figure 2. Onearm 140 of the bell crank member 136 may be pivotally connected to athrottle linkage member 142, the other end of which may be connected toone end of an arm 144.

4 i The other end of the arm 144 may be secured to a throttle actuatingshaft 76 to provide a driving connection between the same and the bellcrank member 136. By preference, the linkage 142 may be made adjustableby means of a threaded connection with a nut member 146.

Similarly the bell crank member 138 may be connected to the throttleactuating shaft 78 through a linkage arrangement which includes theadjustable linkage element 148 and arm 150, the latter being secured atone end thereof to the shaft 78. The other arm 152 of the bell crankmember 136 may be adapted to be oscillated about the axis of the shaft132 by a suitable manual throttle linkage to simultaneously vary theposition of the plurality of throttle valve elements. Alternately bellcrank member 138 may be oscillated in this manner to effect a similarmovement of the throttle valves.

Referring next to Figure 3, I have illustrated a novel means forsecuring the throttle valve element 72 to the valve actuator shaft 76,said securing means being typical of any of the other throttle valves inthe system. The shaft 76 may be formed with a recessed portion 154, saidrecessed portion defining a flat surface 156 upon which the valveelement 72 is positioned. A raised portion 158 is formed at the centerof the valve element 72 and by preference it is defined by around-headed rivet having a shank of reduced length, the latter beingreceived within a central opening formed in the valve element 72. A leafspring 160 is positioned over the rivet 158 and is anchored at eitherend thereof by a pair of spaced bolts 162 and 164. A spacer ring 166 ispositioned under the head of the bolt 162 and another spacer ring 168 ispositioned under the head of the bolt 164, said spacer rings providing apredetermined clearance between the heads of the bolts and the shaft. Itwill be apparent that as the valve actuating shaft 76 rotates thethrottle valves to the closed position, a limited deflection of thevalve element 72 with respect tothe actuating shaft 76 may beaccommodated as the valve 72 engages the sides of the conduit 26. If thethrottle valve 72 reaches the fully closed position before one of theother valves mounted upon the shaft 76, this limited relative movementwill permit the other valve to also assume a fully closed position. Thespring 160 is designed to accommodate suiicient relative movementbetween the shaft 76 and the valve element 72 to permit all of thevalves on that shaft to assume a fully closed position.

Similarly the throttle valve 74 and the other throttle valves secured tothe actuating shaft 78 are adapted to undergo a limited displacementwith respect to the shaft 78 and with respect to each other. k

Since all of the throttle valve elements operate simul taneously byreason of the positive connection between the actuator shafts 7 6 and78, the first valve element which assumes a fully closed position as theshafts 76 and 78 are rotated toward a closed throttle position willcontinue to deflect with respect to its associated shaft until the lastvalve element also assumes a fully closed position.

Referring next to Figures 6 and 7, I have illustrated an alternativemeans for resiliently mounting the throttle blades on their respectivethrottle actuating shafts and I have identified the latter by numeral276. Therthrottle valve element is designated in Figures 6 and 7 bynumeral 272. The shaft 276 is recessed at 254 to define a flat surface256 upon which a throttle valve element 272 is positioned. Valve element272 is formed with a pair of spaced openings 278 vand 280 and a pair ofthreaded anchor post members 282 and 284 are received through theopenings 278 and 280 respectively, said anchor members being threadablyconnected to the shaft 276. Shoulders 286 and 288 are formed on theanchor members 282 and 284 respectively, for engaging the associatedshaft surface 256. Washer elements 290 and 292 are slidably receivedover the shank portion of the anchor members 282 and 284 respectively,and are spring biased into engagement with the valve element 272. Thespring associated with the anchor member 282 is designated by numeral294 and is interposed between the head of the anchor member 282 and thewasher 290. Similarly the spring associated with anchor 294 is dened byspring 296 and is interposed between the head of the anchor member 284and the washer 292.

Figure 6 illustrates the extent of angular movement which may beaccommodated between the shaft 276 and the valve element 272, saidrelative movement being accompanied by a deection of the `spring 294 and296.

In order to accommodate the above described relative movement betweenthe valve elements and the associated actuator shafts, a clearancebetween the valve element and the anchor members is provided, saidclearance being readily apparent from an inspection of Figures 3 and 7.The structure of Figure 3 also is characterized by a clearance betweenthe leaf spring 160 and the shank of the anchor members 162 and 164.Similarly a clearance should be provided, as shown in Figure 7, betweenthe washer 290 and the anchor member 282, and between the washer 292 andthe anchor member 284.

Although I have disclosed certain preferred embodiments of the structureof my instant invention, I contemplate that variations may be madewithout departing from the scope of the invention as defined by thefollowing claims.

I claim:

1. In a uid induction manifold having more than one induction passage, athrottle valve actuator shaft, a throttle valve element mounted withineach of said passages, and means for securing said valve elements tosaid actuator shaft for simultaneous movement, said securing meansincluding at least one anchor post for each valve element and extendingtransversely with respect to said shaft and positively carried thereby,each of said throttle valve elements being apertured to receivetherethrough at least one of said anchor posts, and spring meansinterposed between a portion of each of said anchor posts and theassociated throttle valve element for urging the latter into engagementwith said shaft.

2. In a uid induction manifold having more than one induction passage, athrottle valve actuator shaft having separate at portions thereondisposed transversely within each of said induction passages, a throttlevalve element positioned within each of said induction passages, andmeans for securing each of said valve elements to its associated shaftflat portion, each of said securing means comprising a pair of axiallyspaced anchor posts xed to said shaft and extending substantiallyperpendicular thereto, apertures formed in each of said throttle valveelement for receiving its associated pair of anchor posts with aclearance therebetween, a projection formed on said valve elementsbetween the apertures, and a leaf spring bridging each of said pair ofanchor posts with a central portion thereof engaging the projection onthe associated throttle valve element for urging the latter intoengagement with said shaft.

3. In a fluid induction manifold having more than one induction passage,a throttle valve actuator shaft having separate at poritons thereon, athrottle Valve element positioned within each of said inductionpassages, means for securing one of said throttle valves to each of saidshaft at portions, the securing means for each Valve element comprisingat least one anchor post xed to said actuator shaft, an aperture formedin each of said valve elements for receiving its associated anchor postwith a clearance therebetween, and spring means seated on a portion ofsaid post for urging said valve element into engagement with theassociated shaft at portion.

4. The combination as set forth in claim 3 wherein said spring meanscomprises a compression spring, said spring encircling said anchor post,the latter having a shoulder forming a seat for said spring.

5. In a uid induction manifold having more than one induction passage, athrottle valve actuator shaft having separate ilat portions thereon, athrottle valve element positioned within each of said inductionpassages, means for securing one of said throttle valves to each of saidshaft flat portions, the securing means for each valve elementcomprising at least one anchor post fixed to said actuator shaft, anaperture formed in said valve element for loosely receiving said post,and a leaf spring fixed at one portion thereof to said anchor post,another portion of said leaf spring being adapted to engage said valveelement for urging the latter against the adjacent shaft flat portion.

6. In a fluid induction manifold having more than one induction passage,a throttle valve actuator shaft, a throttle valve element mounted withineach of said passages, and means for securing said valve elements tosaid actuator shaft for simultaneous movement, said securing meansincluding at least one anchor post for each valve element and extendingtransversely with respect to said shaft, each valve element cooperatingWith said shaft to comprise a pair of relatively movable members, eachanchor post being carried by one member of each pair of said members andextending through an aperture in the other member of said pair to limitthe relative movement therebetween, and spring means interposed betweena portion of each of said anchor posts and said other member foryieldingly urging the latter into predetermined relationship withrespect to said one member of said pair.

7. In a uid induction manifold having more than one induction passage, athrottle valve actuator shaft, a throttle valve element mounted withineach of said passages, and means for securing said valve elements tosaid actuator shaft for simultaneous movement, said securing meansincluding at least one anchor post for each valve element and extendingtransversely with respect to said shaft, each valve element cooperatingwith said shaft to comprise a pair of relatively movable members, eachanchor post being carried by one member of each pair of said members`and extending through an aperture in the other member of said pair tolimit the relative movement therebetween, and spring means operativelyengaging at least one of said members for yieldingly urging the sameinto predetermined relationship with respect to the other.

8. In a fluid induction manifold having more than one induction passage,a throttle valve actuator shaft, a throttle valve element mounted withineach of said passages, and means for securing said valve elements tosaid actuator shaft for simultaneous movement, said securing meansincluding at least one anchor post for each valve element and extendingtransversely with respect to said shaft, each valve element cooperatingwith said shaft to comprise a pair of relatively movable members, eachanchor post extending into apertures in said members to limit therelative movement therebetween, and spring means operatively engaging atleast one of said members for yieldingly urging the same intopredetermined relationship with respect to the other.

References Cited in the tile of this patent UNITED STATES PATENTS373,000 Lehren Nov. 8, 1887 2,027,978 Hoff Jan. 14, 1936 2,529,572Raybould Nov. 14, 1950 2,737,375 Kittler Mar. 6, 1956 FOREIGN PATENTS202,126 Great Britain Aug. 16, 1923 477,330 Italy 1953

